Ship drive and control system



J`uly14,1942.` K o, K EEL ETAL 2,289,654

' SHIP DRIVE AND vCONTROL SYSTEM Filecl` OC.. 24, 1941 4 Sheets-Shee'fl l BUL/(HAD `July 14, 1942. K. o. KEEL E-rAL SHIP DRIVE AND CONTROII SYSTEM Filed Oct. 24, 1941 53 '57 *.57 \l 55 @ik 555' I 4 Sheets-Sheet 2 MRS l MF 55 l 53 [51 [fj .71?52 /:Z l l l \,l 5 .S |l 45 a' I 45 #i 45 4.4' l 45 nventor July 14, 1942. K. o. KEEL x-:r AL

SHIP DRIVE AND CONTROL SYSTE 4 sheets-sheet 5 Filed Oct. 24, 1941 crau: 0. 675472,55 9K G91 B /f/ f July 14 1942- K. o. KEEI. ETAL 2,289,65-4

SHIP DRIVE AND CONTROL SYSTEM 4 Sheets-Sheet 4 Patented July 14, 1942 l 'UNITED STATI-:s 41 .A'rle-N'rf ori-ics lslur naive Allsgrnor. srs'rrzivrv o Knut 0. Keel, Charles H. Fike,l and William E.

Brill, Cleveland, Ohio, assignors to General Motors Corporation, Detroit, Mich., a corporation of Delaware y vApplication October 24, 1941, Serial No. 416,312 Y (ci. en -,97)

9 Claims.

The present invention relates generally to ship drive and control systems and more particularly relates to control means for multiengined ships in which a plurality of reversible engines are operatively connected to drive `individual propellers ofl the ship. Y

The use of a plurality of engines rather than a single engine affords more protection in case of engine failure but requires suitable' control means whereby the speed, torque and output and also the 'reverse operation of a single engine or a plurality of engines may be conveniently and precisely controlled to enable operation of f invention and'` by reference to our co-pendingv application S. N."400,482, filed June 30. 1941, in which some of the specific details ofthe mechanisms `,generallyshown and described in the presentinvention are specifically described and illustrated Vin` more detail. i

Figure l ofthe drawings shoWsin plan view the generalarrangement of the drive and conf trol systemk as ship. v 4 n Figure2 shows the end elevation of one of the engines and details of the emergency controls and connecting linkage thereto.

f Figure shows a detail of the control linkage shown in Figure 2.

Figure 4 is a partial cross sectional elevation view taken on line l-'I of Figure 1 ofthe engine control stand or pedestal. i

Figures 5 rto '7 are views taken, respectively, on lines 5-5 to` 'll-of Figure 4 showing additional details of the control stand and linkage between the .various elements thereof.

applied to la multiple -propeller AReferring fnow to the4 general arrangement of the'combined driveand control system yshown v in Figure l, a plurality of engines E are shown individually connected by means of individualV iiuid couplings F to a reduction gear G by which a single ships propeller shaft S and propeller P are driven. In the arrangement shown two propeller shafts are shown, each of which is driven by a pair of engines through individual fluid couplings and a single reduction gear. Viahsuch an arrangement it will be evident that one propeller shaftmay be'driven vby a condition single engine by draining one of the uid couplings by` the conventional draining mechanism provided on the couplings. l r

Engine control stands are shown at'C, each of which, as will be subsequently described, includes independent engine control means and ,master control means for simultaneously controlling each pair of engines in multiple which drive a `single propeller.' The engines shown are of the air started reversible Diesel type and each engine -is shown provided with braking means B of any well known type which mayv be controlled remotely by any well known mechanism from the control stand. Each engine braking means is shown connected by individual electrical control connections to a control stand C in which, as will be described, are :individual control switches foreach engine braking means. The individual engine air 'operated reversing v means, starting and fuel varying means -are also connected by: control linkage, to bel-described,

shown extending between the engines and control stands.

The individual propeller shaft driving means comprisingy pairs of engines E and fluid couplings F and the single reduction gear G, as best shown in Figure l, and a'control v stand C therefor are .located .in diiferent Vwatertight compartments separated by a bulkhead, shown, so that the 'ship may stillbe operated and controlled shouldone compartment-become flooded.

Each of the engines, as best shown in Figure 2, is provided with air operated reversing means shown generally atAR. a startingair valve SV, fuel governing or regulating means shown generally at FG, hand operated reversing means shown generally at HR, and manual means shown at D whereby only oneof the above mentioned reversing means may be lrendered operative at `a time for the purpose of shifting the engine camsliafts` to reverse the valve timing to permit starting of the engines in either fuel governing f I'he details of each of the above ymentioned engine reversing means, the control means for acteristics of these means are clearly described 4 and illustrated in the previously mentioned co`- pending application S. N. 400,482, flied June 30,

The control means or lever RC for each of the air operated engine reversing means AR is connected to manually'operable means about to be described included in one of the control stands C by the linksl and 3 connected to a bell crank' lever i shown pivotally mounted on each or the engines.v Each of the engine starting air valves Sv is provided with a bell crank lever ES, one

arm ofwhich is shown provided with a .handle yto serve as an emergency starting air valve control lever ES. The other arm of this control lever is shown provided with a pin 1 extended through a slot l in one end of a link il, the other end of which is connected to the control meansvor lever RC. The above pin and slot connection, accordingly, Iserve as a lost motionl connection between the starting air valve SV and the control lever RC of the air operated reversing means AR forthe-purpose to be, described later.

When the emergency air starting lever ESis in the position shown, that is, with the pin 1 in the central portion o f the slot i ofthe link I'I, the starting air valve SV is in the, of! position in which starting to the ,engine cylinders is cut olf. 'I'he lever x normally held in this position by any well known means such as centering springs or similar mechanism. The above. de-

scribed linkage,- \which includes the lost motion connection, permits the operation of the air opthat vthis connection permits restricted movement of the ends of the link i1 relative toY each other. The emergency fuel control leverEF is shown provided with a pawl which is normally biased into engagement with the teeth of a quadrant 20 shown fixed on the engine adjacent this lever,

vand the-pawl may be moved out of engagement with the quadrantl teeth by .a thumb button, shown, which is movably mounted on the lever is a well known manner.

lWith the above described linkage arrangement movement of the link I5 by manually operable control means about to be described included in a control stand C, the engine fuel governing means FG may be operated to increase or decrease the speed, torque and output of an individual engine as the resilient coupling i9 is compressed 'for relative movement in either direction of both ends of the linki'l by which the emergency fuel control lever is also connected to the engine fuel governing means, and the 'emergency fuel control lever, therefore, is not moved when the link is moved. Movement of the engine fuel governing means by the emergency control lever acting through the resilient coupling i9 may take place when the link I8 is permitted to move, as will be subsequently explained.

If desired, instead of the links Il, I5 and IIv in detail by reference toFigures 1 and 4 to l of e'ated reversing means AR prior to operation of the stliiingair valve 8V when the linkl is.

ythe engine may be reversed by operation of the hand operated means HR and started by` operation of the emergency air starting lever ES.

The engine fuel governing or regulating means `shown generally at FG' in Figure 2 are the conventional control shafts for the fuel injection `mechanisms of the engine which, when rotated,

control the timing and amount of fuel injected into the engine cylinders in conventional manner, ,and thereby'serve as the means by which the speed, torque and power output'of. the engine maybe varied. The two injector shafts FG voi' each engine have levers fixed thereon as shown, which' are interconnected by a link Il. Oneend of another link Il is shown connected to one injectorcontrol shaft lever and the other en'dof this link is operably connected to man.- ually operable means included in one oi.' the control stands C, to be described later. The

emergency fuel control lever EF, shown pivotally mounted'on the engine, is connected to one or the levers fixed `on one of the injector control shafts by means of a link i1 which includes a resilient extensible and compressible connection is.' The details; of this resilient connection are the drawings. Each control stand comprises a housing 2l having independent engine reversing and starting control levers IRS! and IRSZ, independent engine fuel governing control levers IFI and IFI, and master control levers MRS and liu'.

'I'he master control lever MRS jointly controlsl the reversing, starting and braking of a pair of engines, and the master control lever MF controls the fuel governing means FG of a pair of engines in order that the speed, torque and output ofthe engines may be varied. l

All of the above mentioned control levers are of similar construction andare rotatably mountedf at spaced intervals on aligned shafts 23 and 25, which are rotatably supported at their outer ends in bearings 21 and l! carried by the housing 2l. /A stop member ll is fixed transversely on the outer end of each of the shafts 23 and 25 to limit the angular movement of these shafts, the ends of the stop members'being engagable with -the Vupper surface of web portions Il of the housing 2i as best shown in Figures 4 and 6. Collars 'JI are pinned to each of the shafts 2l and 2i, one collar being fixed oneach of the adjacent or in'- ner ends of the shafts and one collar intermediate the ends of each-of the shafts. Each of these collars is provided with upstandlng wing portions 31 having a slot l! extending radially toward the center line of the shafts'as best shown in Figures 4, 5 and 7. nach of the independent y fuel control levers IFI, IF! is provided with a dog 4I ,wihch is slidablymounted in a suitable recess in the lever andthe lower end of, the dog is formed to enter the slotv Il in the wing portion' -c1early shown in Figure 3 and it will be evident 7 5 tively connected toone of the aligned shafts to to enter the slots 39 in f control levers yIF'I moved` to and held n r asados-1 ycause independent angular movement of' eachoi' the shai'ts. The master iuel control lever MII' is of both of 'the shafts `2il and 2l betweenthe collars I! iixed nearthe inner .ends oi' these shafts. The lever MFhas two dogs 4| slidably mounted inY suitable recesses on both sides of the lever. The lower ends of both of these dogs are also formed collars 35 iixed. adjacent the ,inner ends of the shafts 23 and 25 'in order that the master con-r troller shafts may be operatively connected vto both shafts and the collars pinned thereon so that the shafts and moved simultaneously or in multiple by the master control lever., The dog or dogs of each of the fuel controllevers are 'connected to a bell crank lever 43 pivotally mounted on each of the respective control levers. Each of the/'bell crank levers 43 is provided with a suitable detent button 45 for holding the bell crank lever in either an "in or "out position as best shown in Figures 5, 6 and 7. The two dogs on the master fue] controllever MF are both operatively connected to the bell crank lever pivoted thereon so that they will be moved thereby to either the tion simultaneously. The

the bell crank levers causes the lever dogs 4| to be moved into the respective slots 39' in the wing portions 31 of the collars 35 adjacent the levers 1FL-MF and IF2.

Means shownin Figure comprising toothed quadrants t9 xed to 2| and pawls 5| plvotally mounted on each of the independent fuel control leversl and biased for engagement with the teeth 41 of the individual quadrants 49 and movable out of engagement the wingportions of the collars may be angular'ly.

rotatably mounted on the adjacent or inner ends Y and startingcontrol levers Y b ers 1| is supported in a bearing Nin the central portion of the quadrant and radiaiahead and astern slots AH and AS, re- `spectively, between the pawls may be positioned to hold these levers `in the neutral, ahead, tern, ahead starting or astern starting positions.

The lower ends of the dogs 6| on the reversing IRSI, MRS and IRS2 are formed to engage radial slots 61 in wing 1 shaped flanges 69 fixed on opposite ends of cranked connecting members 'il which are rotatably supported on shafts 23 and 25. The cylindrical surface 13 of one of the cranked mem'- 15 formed in a iiange 'l1 of the control stand housing 2| to maintain the. inner or adjacent ends of the shafts 23 the control stand housing with. the quadrant teeth by individual thumb buttons 53 are provided Yso that each of the fuel and IF2 may be manually in any desired position with respect to the quadrants.

A similar toothed quadrant 55 fixed to the control stand housing 2| is provided for themaster fuel control lever MF, which is provided with a similar thumb button 51 for movinga pawl 59 comprising a worm out of engagement with the and 25 in axial alignment, and'sleeves 19 are" placed on the shafts 23 and 25 adjacent the end position of the-cranked members 1I to preserve the axialfspacing between the various control levers, .as best shown in Figure 4.

Control means is provided for theengine braking means B, previously described, which includes electrical control switches, shown generally at 83 in FiguresI 4 and 6, mounted on the inside of the control stand housing 2|. Each of these switches includes a movable control arm 85 having a roller 81 mounted on the end thereof. The control arms are biased in any well known manner to cause the roller 91 to bear on the outer periphery of the flange members $9 adjacent the independent reversing and starting control levers IRSI and 1R82. As best shown in Figure 6, the

roller 81 is in contact with the central portionof an arcuate surface 89`iormed on the fiange member 69 when the independent reversing andstarting control lever is in the neutral position, as shown, to cause'closure o! the switch 83 and energization of an engine braking means to stop rotation of the engine. l'I'he length of the arcuofthe starting notches S, the flange member 69 teethof the quadrant 5,5 into which the teeth of the worm' or pawl' are normally biased, as best shown in Figure '1. This worm or pawl is rotatably mounted fin the master fuel control lever MF and is provided with a knurled head Bl to, rotate the' worm and thereby move the control lever slightly with respect to the quadrant teeth. The above described construction, accordingly, serves as a Vernier adjusting means for the master vfuel control lever MF.

The independent reversing and starting con-. trol levers IRS! and IRS2 are of similar 'construction, each being provided with similar dogs 4|, bell crank levers 43 for operating the dogs having detent buttons position, and pawls 63 operable by thumb buttons 5 3. The master reversing and starting control lever MRS, as shown in Figure 4, is also of similar construction to the master fuel control lever,v

having two dogs 4| operable by a bell crank lever 43 having a detent button 45 and ai thumb button 53y operating a pawl 63. Individual quadrants 65 are provided for the reversing and starting control levers IRSI, MIRS and IRS2. Each of these quadrants has radial starting slots S near the ends of the quadrants, a neutral radial slot 45 for positioning the bell f crank levers and dogs in either the in or out lmember and thislever is moved to scribed. Y y

It will be evident that when both dogs 4I of the master reversing and starting control lever MRS are in theslots 61 in both flange members 89 ate surface 89 is such that when the dog 4| oi' the control lever IRSI is in the slot 51 in the flange position, that is, with the lever pawl 63 in either will be rotated in either direction an amount necessary to cause either ofthe cam surfaces 9| y formed thereon adjacent the arcuate surface 89 to contact and vmove the roller andswitch control arm clockwise' to the open or off position to de-energize the engine braking means. When the other independent starting and control lever 1R82 is engaged with-the other iiange member and is moved to either startingposition identical operation of the other control switch 83 and identical engine braking operation will take place, as

'this fiange member 89 adjacentthis lever is of identical form and operates the other control switchin the ksame manner as previously de- .A neutral and startingslots, las best shown in Figure 6, in which thelever either starting prising links I3, I5 and I1 operably connected to the individual engine fuel governing means or injector control shafts FG, is operably connected by the following connecting linkage, which also includes vernier adjustment mechanism, to each of the wing portions 31 of the collars 35 located adjacent the independent ful control levers IFI and 1F2 included in the control stand C. This connecting linkage andvernier mechanism is best shown in Figures 4, 5 and 6. One end of the link I5 is shown connected to a bell crank lever- 03 which is pivotally supported in any convenient manner on the ship or engine. The bell crank lever 93 is connected by a link 95 to a similar' bell crank lever, 91 rotatably supported on the ship in any well known manner. A link 09 is connected between the bell crank lever 95 and one arm of abell crank lever ||II pivotally supported on an eccentric member |03 which is rotatably supported in a suitable bearing in the control stand housing 2|,v as best shown in Figure 5. The other arm of the bell crank lever I|I| is connected by a link |05 to the wing portion 31 of the collar adjacent each of the independent fuel control levers IFI Vand IF2 The eccentric member |03 is provided with an integral arm |01 which is connected by a linkk |09 to an independent vernier engine fuel control lever VFI, which is rotatably supported on bracket III fixed toithe control stand C. `The vernier fuel control lever vVFI is provided with a spring biased detent ||3 which normally engages the notches in a quadrant ||5 fixed to the quadrant 40 to maintain the vernier lever in any position on the quadrant ||5 to which it is moved. The other engine link I5 is connected by identical linkage to the other collar 35 adjaaasaeta- ,n

ent 1evers ms|,rasz,1r| and m2 to positions' whereby the bell crank levers may be moved to the in position to cause the lever dogs to be 'entered in the slots 61 of the flanges 69 to which the individual engine reversing and braking means and individual starting air valves are operatively connected. These flanges may then be moved independently by the respective control levers to cause operation of the individual air operated engine reversing means AR, release of the individual engine braking means B and openl `ing of the individual engine air starting valves SV in the order mentioned when the control levers are moved from the neutral to either the 'ahead or astern starting positions. Rotation of the individual engines by the air admitted' through the "air starting valves SV will cause them to start and run, and the control levers may then be moved back to the ahead or astern position adjacent either the AI-l or AS notches in the quadrants 65. Movement of the levers back tothe neutral position from either the ahead or astern position causes operation of the engine braking means to stop rotation of the engines and causes the air operated reversin means to move to the neutral position.

With the dogs 4| of the independent fuel control levers IFI and IF2 entered into v the slots 3l of the collars 35, either collar and thelinkage connected between the collar and the individual engine fuel governing means may be moved by cent the other independent fuel control lever IF2, and4 an independent Vernier fuel control lever VF2 is also included in this linkage.

It will be evident that with the above described linkage the individual engine fuel regulating means FG may be controlled by movementof the independent fuel control levers IFI and 1F2, and Vernier adjustments in the fuel supplied to either engine may be made by movement`of the independent Vernier fuel control levers VFI and VF2 which rotate the respective eccentricY members |03 and cause a slight movement -of, the links and levers connecting the independent fuel control levers IFI and IF2 with the individual engine fuel governing or regulating means The linkage between each of the anges 69 adjacent the independent reversing and starting ycontrol levers IRSI and 1R82; as -bestl shown in Figure 4, comprises a link ||1 connected between each of these flanges and a bellfcrank lever |I0 pivotally mounted adjacent the-'bell crank lever- 05 (see Figurel') and any convenientform of linkage, not shown, may be used tQjc'onnect the bell crank lever II! to the link 3, Isuch asl that Y shown in Figure-5, so that the individual control means or levers RC for the engine air operated reversing' means AR and the individual" engine starting air valve ESmay be operated in the order previously described by movement of the independent engine reversing and trol levers IRSI and 1R52.

Independent reversing, starting-"lv and braking of the individual engines and independent variation in the` speed, torque and output of the individuai engines is accomplished by moving the bell crank levers 43 of the master control .levers MRS and MF to the out'.'. position, and movement of the bell crank levers lon the independvstarting conthe respective control levers in order that the speed, torque and'output of the individual engines may be varied. Slight variations in. the

and VF2, each of which causes rotation of one of the eccentric sleeves |03 toy cause a slight movement of the respective linkages between the independent fuel control levers IFI and m2 and the respective engine fuel governing means FC. It will be evident that the independent Vernier control levers VFI and VFZ provide means for causing operation of a pair of 'engines atsynchronous speed.

Multiple control of a pair of engines, that is, reversing, starting and braking, is controlledby the master control lever MRS and multiple control of the fuel governing means FG of a pair of engines is controlled by the master fuel control lever MF. Multiple operation is accomplished by moving the dogs of the independent control levers out of the slots in the flanges and collars and moving the master control levers to positions whereby the lever dogs may be moved into the slots in the respective flanges and collars adjacent thereto by means of the bell crank levers of 1 e respective levers.

It will be evident that pairs of engin'esdnay be reversed, started and braked by movement of the master control lever MRS and the speed, torque and output of pairs of engines may be controlled by movement of the master fuel control lever. Where two pairs of engines are used, as shown in Figure 1, and the speed, torque and output of each pair is controlled by a master fuel controllever MF, vernier adjustment in the speed, torque and output of each pair ofengines is accomplished by rotation of the worm pawl 50 on the master control lever by means of the knurled head 3| formed on the worm pawl, which causes a slight increase or decrease in the speed.

torque and output of both engines. By this means both pairs of engines may be operated at l "i Vvautoactu; `synchronous and equal output or one v.pair maybe caused toopcrate at greater speed, torque 'l `1 and output to permit efficient operation ofthe shipandpairsofenginesincrosswindsandseaa The individual'engine emergency fuel control levers Einhand operated reversing means HR and emergency starting airgcontrol vlevers ES enable the speed, torque-and output of the indi-' l vidual enginesto lbe adjusted and provide means whereby reversal and starting of j the individual engines may be'- accomplishedpif the control levers on the control stands are rendered inoperative by movement ofthe lever'dogs 4| to the ou position. by movement'of the respective bell crank levers on the control levers to thev out position as described aboveL and opening the circuits in any well known manner to the Y.' n r individual engine braking means B.

The above described drive and control system enables a ship to be eiliciently 'operated' by means of one or more engines and allows individualengines to be controlled independently, or-pairs of engines tobe controlled-in multiple, and perua'lly operable means associated with cachot' control levers to. render tively operable. j 4. In combinationwith a pluralltyof internal said the control levers selec- 5 combustion engines each having fuel governing mits promptmaneuvering of the shipfby rcausing operation Vof one or both propellers' in' the same or opposite directions of rotation and at the same or different speeds of rotation.

Il. A multi-engine.sh ip driveV and control system, each engine having fuel governing means to sovem the; speed and power v output thereof,-re versing means starting-means, independent engine fuel Vl levers for `controlling each of said engine fuel-1 governing means, independent controllcvers fol" controlling each of said engine reversing lund starting'means, a master fuel control lever forcontrolling all of lsaid engine fuel means, an emergency control lever lfor each of [said fuel governing means movably mounted ad- Vjacent each engine and havingpositioning means therefor, a link including a resilient extensible o and compressible connection connected between Vthe fuel governing means and said a control stand located-remotely the engines, individual control linkages extending betweenthe control stand and the individual engine fuel governing means, independent engine control vlevers movably mounted in the control stand each having means for selectively connecting one of said independent controllevers to one of said icontrol linkages and a master control lever movably mounted in the control stand having 'means for selectively and simultaneously connecting the f linkages.

control means,

f5. In combination with a plurality of internal V combustion engines, each provided with fuel governing means, a control standlocated remotely with respect -to the engines, individualcontrol linkages extending between the control stand and the individual fuel governing means,` independent engine control levers movably mounted on the control stan iectively connecting n trol levers to one of said linkagesfor operation thereby, independent vernier control levers movgoverning means in multiple, ay master reversing'-.v

f and starting control leverforfcontrolling all o1.V said engine reversingand'starting means in multiple, and fmanually operable" means associated with eachuof said control levers to renderv each selectively: operable..

2. lInicinnbination with a plurality of reversible internal combustion engines each ,having reversing means, meansand braking means, a control stand located remotely with respect to the engines, independent control connections extending between the control stand and the reversing,.s`tarting and `ln'aking means of each engine for'causing operation of said means, in- Idependent` control levers for controlling each engine and'a master-control lever for controlling all of the engines simultaneously, each gof said 4independent "levers manually operable means to selectively connect -each of `said levers to'one ofthe lindependent control connections,

' said master lcontrol ,lever alsohaving similar manually operable means for selectively and simultaneously connecting the master control lever to all ci' said control connections.

3. A multi-engine drive, and control systeml .comprising a plurality of driving engines, each engine being provided with reversing, starting and vfuel governing means to cause operation thereof in either direction of rotation atany de- 55` stand, each having positio ,stand andjoperably inkages vfor varying stand located at some distance from said engines,-

fuel control linkage extending between each enginefuel governingdevice and the controlstand, reversing and starting control linkage also extending between each engine reversing and starting .means and the control stand, a plurality of control levers movably mounted on the control ning means and manually operable means for certain ones of said levers to one of said engine fuel control linkages and for connecting certain v others of said levers to so versing `and starting linkages, or for connecting sired speed and power output and control means comprising independent control .levers for controlling each engine fuel governing means, independent control levers for controlling each -engine reversing and starting means, a master control lever for controlling all of the engine -fuel governing means` in multiple, a master control lever for controlling all the engine reversing and lvstarting means in multiple and separate man- 7 one of said levers to all of said engine fuel control linkages, and for connecting another of said levers to all of said engine reversing `and'starting linkages.

7. In combination withl a plurality of reversible internal combustion engines each provided with a power operated reversing means, hand operated reversing means, means forrendering only Jone of said-reversing means operativeat one time, starting means, braking means, fuel governing means to vary the speed and output, an emergency control lever having positioning means and resiliently connected to thefuel 5 governing means, and an emergency starting son with' respect to 2 master lever to all of said control d eachhaving means for sev one of said independent conin small steps and a selectively connecting one of said engine re- 6 lever directly connected to the starting means, a control stand for said engines having a plurality of independent engine fuel control levers, one for each engine, a plurality of independent engine reversing, starting and' braking control levers, one for each engine, a master fuel control lever, and a master reversing, starting and braking control lever,'control connections between each engine fuel governing means and the control stand, control connections between each engine power operated reversing means, starting-means and braking means and the control stand, and manually operable means on each of said control levers to selectively connect each of the independent control levers to one of said control connections or to selectively connect one of said master levers to all of said first menltioned control connections and 'to connect the other master control lever to all of said second mentioned control connections.

8. A drive and control system for a ship comprising a plurality of driving and'control units, each of the units comprising a plurality of `engines, a fluid driving coupling on each engine, a propeller shaft, a reduction gear unit interposedbetween the fluid couplings and propeller shaft and a control stand, each of said engines having reversing, starting, braking and speed regulating means, separate control connections.'

between the speed regulating means of each engine and the vcontrol stand, separate control i connections between the reversing, starting and braking means of each engine and the control stand. and a plurality of independent and master control levers movably mounted in the control stand, certain of said independent control levers being adaptedfto be operatively connected to separate engine speed regulating control connections, certain other of said independent control levers adapted to be operatively connected to said separate engine reversing, starting and braking control connections, one of said master control levers adapted to be simultaneously-connected to all of the engine speed control linkage connections and another of said master control levers adapted to be connected to all of the engine reversing, starting and braking control connections, and manually operable connecting means forf selectively connecting each of e control levers'to the control linkagesl in the above described manner.

9. A ship drive and control system comprising a propeller shaft, a pair of engines, a pair. of fluid couplings, each operably connected to each of said engines, reduction gearing connected between the propeller shaft and both of said fluid couplings, each engine being provided with fuel governing means, reversing means, starting means and `braking means, individual engine fuel governing control connections including a Vernier fuel control lever and means operably connected to said connections and said Vernier lever for causing slight ladjustments inv said engine fuel governing means, individual engine control connections for jointly controlling the reversing. starting and braking means of each engine in the order mentioned, a control stand for said engines comprising a pair of independent engine fuel control levers, Leach having manually operable means forl selectively connecting each of said levers to one f said lindividual engine fuel control connections,v a pairof independent reversing, starting and braking control levers each having manually operable means for selectively connecting each of saidl levers to one of said engine reversing, starting and braking control y connections, a master fuel control lever having combined manually operable Vernier adjustment and positioning means, therefonand manually starting and braking control connections simule taneously.

@UT O. KEEL. CHARLES H. FIXE. WILLIAM E. BRILL. 

